Triple valve.



J. R. SNYDER.v

TRIPLE VALVE.

APPLICATION FILED 1113.21.41912.

1,097,055, Patentea'May 19, 1914.

3 SHEETS-SHEET 1.

INVENTOR' WITNESSES v 4Q/MMM M4 M A474 J. R. SNYDER.

TRIPLE VALVE.

lAPPLIGATION FILED 111111.21, 1912.

1,097,055, Patented May 19, 1914.

3 SHEETS-SHEET 2.

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J. R. SNYDBR.

TRIPLE VALVE.

APPLICATION FILED 111111.21, 1912.

1,097,055, Patented May 19, 1914.

3 SHEETS-SHEET 3.

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JACOB RUSH SNYDER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNGP, BY 'MESNE ASSIGNMENTS, T0 PITTSBURGH AIR BRAKE COMPANY, A CORPORATION OF PENNSYLVANIA.

TRIPLE VALVE.

Specification of Letters Patent.

Patented May 19, 1914..

Application led March 21, 1912. Serial No. 685,234.

To aU whom t may concern.'

Be it known that I, JACOB RUSH SNYDER, a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Triple Valves, of which the following is a specification.

rl`his invention relates to triple valves for air brake systems.

The object of the invention is to provide a triple valve having the usual functions of triple valves, and also providing for a quick serial action of the brakes throughout the train and for a graduated release of the brakes, and which performs these various functions by much simpler and less com-V plicated constructions than prior valves for effecting the same results and functions.

The invention comprises the construction and arrangement of parts of a triple valve hereinafter described and claimed.

In the accompanying drawings Figures 1 and 2 are longitudinal sections through a triple valve embodying the invention, taken on the line 1--1, Fig. 10, Fig. 1 showing the same in full release and re-charging position, and Fig. 2 showing the same in emergency application position; Figs. 3, 4, 5, 6, 7, 8 and 9 are sectional plan views showing the valve seat and the slide valves in horizontal section 'on the line 3 3, Fig. 1, and showing different positions of the valve, Fig. 3 showing the same in full release position, Fig. 4 in quick service orquick serial application position, Fig. 5 in full service position, Fig. 6 in service lap position, Fig. 7 in graduated release position, Fig. 8 `in graduated release lap position, and Fig. 9 in emergency position; Fig. 10 is a plan view of the valve seat; Fig. 11 is a vertical longitudinal section through the valveseat and valves in full release position on the line 11-11, Fig. 3; Fig. 12 is a similar view on the line 12-12, Fig. 3; Fig. 13 isan inside view of the head or cap of the valve casing; Fig. 14 is a vertical transverse section on the line 14-14, Fig. 1; Fig. 15 is a similar view on the line 15-15, Fig. 1; and Figl is a similar view on the line 16-16, Fig. 1.

The valve in its general form, construction and arrangement follows the standard type of v/Vestinghouse and similar valves. It comprises a casing 1 provided at one Vend with a flat face 2 for connection to the auxiliary reservoir and brake cylinder, and

closed at its other end by means of the head' or cap 3. In said casing is the usual chamber 4 in which works the piston 5 which is provided with a stem 6 extending into the bore 7 of the casing and actuating the slide valves. In the head or cap 3 is the usual graduatingstem 8 held by graduating spring which a passage 13 leads through the cap or head 3 and communicates with the piston chamber 4 through port 14. In the bushing of piston chamber 4 is the usual charging groove 15 which is open when the valve is in full release position and through which train ,pipe air passes the piston and thence through the bore 7 to the auxiliary reservoir which is connected directly with the end of bore 7. In the bore 7 is a suitable bushing 16 of general U-shape, as shown in Figs. 14, 15 and 16, and having its lower portionk 17 forming a valve seat. VThe inner sides of the bushing are provided with longitudinal grooves 18, for receiving wings or ribs 19 on the piston stem 6, so as to provide a guide for the piston 5 and its stem.

The seat 17 is provided with the ports and passages indicated in Fig.- 10, to-wit, a port 20 communicating with a lateral port 21 leading to the atmosphere and forming the exhaust from the valve; a port 22 communieating directly with the central passage 23 which communicates with the brake cylinder; a port 24, which communicates with a lateral port 25 leading to a supplementary reservoir; a port 26 communicating with a lateral port 27 leadingy to the usual reducing valve; a port 28 communicating with the longitudinal passage 29 which communicates with the brake cylinder connection 23; `a port 30 communicating with the vertical passage 31 which communicates with the train pipe passage 12, but in which connec- 'tion there is a check valve 32 normally held seated against train pipe pressure by spring 33; a small port 34 communicating with passage 35 leading to the train pipe passage 12; and two small vertical ports 36 and 37 which are connected by the horizontal passage 38.

Coperating with the valve seat are two slide valves, to-wit, a relatively small slide valve 40 and a larger slide valve 41. The

slide valve 40 is held between an end projection 42 and a central projection 43 on the stem 6 of the main piston, so that said valve 40 at all times moves with the piston 5. r1`he larger slide valve 41 is held between the central projection 43 and a shoulder 44 on the main piston stem, but does not ll the space between said projections so that there is a certain amount of lost motion which permits the main piston to move at times without moving the valve 41.

The smaller slide valve 40 in plan view is of the form shown in Figs. 3 to 9, the same not being of rectangular form, but being cut away on one end for substantially half its width, as at 46, and on the diagonally opposite corner being cut away for substantially half its width and length, as at 47. Said valve in its lower surface is provided with a cavity 48 extending for a considerable distance widthwise but only a short distance lengthwise of said valve, said cavity near one end having a longitudinal extension 49.

The slide valve 41 is of substantially rectangular form, having its forward lower edge cut away, as at 50. 1t is provided in its lower face with a pair of cavities, to-wit, a large substantially square cavity 52, and near one side edge with a smaller narrow cavity 53 extending longitudinally of said valve. The slide valves are held to the seat by the usual springs 55.

The valve has seven positions, as follows:

1. Full release and recharging position. (shown in Figs. 1,3,11, 12,14, 15 and 16.)- In this position the main piston is at its ex'- treme forward stroke so as t-o uncover the feeding groove 15. Train pipe air entering the valve through passage 11 passes by way of passages 12 and 13 and port 14 to piston chamber 4, thence through feed groove 15 to the longitudinal bore 7 of the valve, and thence to the auxiliary reservoir, thereby charging the auxiliary reservoir until the pressure therein equalizes with train pipe pressure. In this position the port 24 in the valve seat is uncovered so that air also passes to the supplementary reservoir by way of transverse passage 25, charging said supplementary reservoir to the same pressure as the auxiliary reservoir. The port 30 in the valve seat is uncovered by the large slide valve 41, which allows train pipe pressure to escape past the check valve 32 and enter the triple valve bore 7 and go thence to the auxiliary and supplementary reservoirs. The check valve 32 will remain open until the pressure in the auxiliary and supplementary reservoirs plus the tension of spring 33 equalizes with the train pipe pressure, when said check valve will'close, and the further charging of the auxiliary and supplementary reservoirs is completed more slowly through the feed groove 15. The port 30 provides for quickly charging the reservoirs on the car, as will be understood. In this position the brake cylinder port 22 is connected with the exhaust port 20 through the transverse cavity 48 in slide valve 40, thereby venting the brake cylinder to the atmosphere and releasing the brakes. All other ports in the valve seat are blanked in this position of the valve.

Z. Quick service o7 sera/,Z @enti-ng position. (Shown in Fig. 4.)-This position is assumed upon the first movement of the main piston, which results in moving the small slide valve 40 from the position shown in Fig. 3 to that shown in Fig. 4, but without moving the large slide valve 41, due to the lost motion connection between the main piston stem and said valve 41. In this position all of the ports and passages remain as before, except that the feed groove 15 and exhaust port 2O are closed. Supplementary reservoir port 24 is also closed, thereby trapping the air in said reservoir, and a direct connection is made between the train' pipe and the brake cylinder through the port 34, cavity 53 in the slide valve 41, port 37, passage 33 and port 36 in the valve seat, cavity 43 and extension 49 thereof in the slide valve 40, and the brake cylinder port 22. The result is that the train pipe is momentarily vented into the brake cylinder, which is at atmospheric pressure, thereby producing a drop in pressure in the train pipe at the car and securing a quicker serial action of the brakes throughout the length of the train. The effect is the same as though at each car the train pipe were momentarily vented to the atmosphere, to secure quicker reduction of train pipe pressure toward the rear of the train than would be possible .if all of the air had to flow forwardly and out at the engineers brake valve. Instead, however, of venting the train pipe at each car to the atmosphere it is vented into the empty brake cylinder, thereby producing a light setting of the brakes. The valve remains for a brief time in this position, due to the fact that the first movement of the piston 5 moves only the small slide valve 40, but as soon as the slack between the piston stem 6 and larger slide valve 41 is taken up, the greater frietional resistance encountered momentarily checks the movement of the piston, thereby providing an appreciable time of venting the train pipe into the empty brake cylinder. rlhe reduction of train pipe pressure caused thereby, however, overbalances the pressure on opposite sides of the main piston suiiiciently to overcome the friction of both slide valves, and the valve almost immediately moves over to the next position, now to be described.

3. Full sem/ice position. (Shown in Fig. 5.)-111 this position the small slide valve 40 has moved over sufficiently so that its cut-away portion 47 uncovers the brake cylinder port 22, thereby allowing auxiliary reservoir air to rush into the brake cylinder, the exhaust port 20 remaining blanked, as in the previous position. The ports 34, 37 and 36 are likewise blanked, as is also the supplementary reservoir port 24 which, while it communicates with the cavity 48, is nevertheless blanked because said cavity does not extend through the slide valve. The large slide valve 41 has been moved over so that its cavity 52 connects the brake cylinder port 28 with the reducingvalve port 26, thereby permitting the escape of all pressure in the brake cylinder in excess of that to which the reducing valve has been set to prevent flattening the wheels.

,/L. Service Zap position. (Shown in Fig. 6.)*This position is assumed by the valve on a slight recoil, such as occurs immediately after a service application, due to a `m0 mentary overbalancing of pressure on the train pipe side of the main piston. The large slide valve 41 remains stationary, due to the lost motion connection between itself andthe piston stem, but the small slide valve 40 is moved over sufficiently to blank the brake cylinder port 22, thereby cutting oif further iiow of air from the auxiliary reservoir to the brake cylinder. All other ports remain blanked.

f5. Graduated release positief/t. (Shown in Fig. 7.)-This position is assumed by the valve upon a slight increase of train pipe pressure after a service application, to move Athe valves partly over toward release position and slowly release the brakes. In this position the large slide valve 41 has blanked the connection between the brake cylinder port 28 and the reducing valve port 26.V The supplementary reservoir port 24 is partly uncovered by slide valve 40 so that said reservoir also replenishes the auxiliary reservoiry to the degree of equalization with the increased train pipe pressure. The important change in position, however, is that the cavity 48 in slide valve 40 has partly uncovered brake cylinder port 22 and exhaust port 20, thereby permitting the brake cylinder to slowly vent to the atmosphere. This position of the valve remains only momentarily, as the slight recoil which always occurs after movement of the valve, moves the same back to blank the connection between the brake cylinder port 22 and exhaust port 20, but by again slightly increas-y ing the train pipe pressure the valve can be repeatedly moved to the positiony shown in Fig. 7 and the brakes graduated off.

6. Graduated release Zap postttoa. (Shown in Fig. 8.)-This positionis due to the slight recoil above referred to, or by the slight increase of auxiliary reservoir pressure over that in the train pipe, due to the high pressure from the supplementary reservoir flowing into the auxiliary reservoir by way of port 24 when the valve is in graduated release position shown in Fig. 7. The large slide valve 4l has remained stationary, but the small slide valve 40 has been moved suinciently to blank the connection'between the brake cylinder port 22 and the exhaust port 20, and also to blank the supplementary reservoir port 24.

'7. Emergency posz'tt'on. (Shown in Figs. 2 and 9.)-This position is assumed by the valve upon a large reduction in train pipe pressure, which causes the main piston 5 to compress the graduating spring 9 and move fully over to its left hand position, thereby dragging with it both slide valves. in this position the exhaust port 2O is blanked. Both the brake cylinder port 22 and the supplementary reservoir port 24 are fully uncovered and consequently the brake cylinder is supplied with air from both the auxiliary reservoir and the supplementary reservoir. The large slide valve 41 is moved over until the port 26 to the reducing valve is closed and Vits cavity 52 connects the brake cylinder port 2S with the train pipe port 30, so that train pipe pressure passes the check valve 32 and rushes to the brake cylinder, which How of air continues until the brake cylinder pressure plus the tension of spring 33 overbalances the train pipe pressure.

Consequently in emergency application the brake cylinder is supplied with air from the train pipe during the early part Vof the application, thereby securing a quick serial action of the brakes throughout the trainr by reduction of train pipe pressure at each car, but as soon as the brake cylinder pressure overcomes the train pipe pressure, the check valve 32 closes, and thereafter the application is completed by the equalization of both auxiliary reservoir and supplementary reservoir pressure into the brake cylinder.

The emergency position of the valve can be secured either directly from the full release position, or from any of the other positions of the valve by merely reducing the train pipe pressure below the point of equalization of auxiliary reservoir pressure in the brake cylinder.

The valve described, therefore, has all of the usual functions of triple valves, includ-l ing a quick service or serial venting position to secure the rapid serial action of the brakes throughout the train, and also a graduated releasing of the brakes, in addition to the usual service application and emergency application, as well as enabling the brakes to be held in any of the positions by lapping the valve. lThe valve therefore performs all of the functions of the most approved triple valves, but by a mechanical construction which is very much simpler and less complicated than existing valveswhich perform all of the functions of this valve,

so that the valve not only is cheaper in first cost, but is more reliable in action, less liable to get out of repair, cheaper' in its upkeep, and oiifers much less resistance to movement than similar valves for securing the same functional effects.

lhat 1 claim is:

1. A triple valve having connections to the train pipe, brake cylinder and auxiliary reservoir, a movable abutment actuated by variations in train pipe pressure, and a pair of slide valves actuated thereby, one of said -valves having a lost motion connection with the abutment and the other being connected to the abutment to move therewith at all time.l said lastI named slide valve controlling ports so arranged that on light reduction in train pipe pressure it opens communication directly from the train pipe to the brake cylinder.

2. A triple valve having connections to the train pipe, brake cylinder and auxiliary reservoir, a movable abutment actuated by variations in train pipe pressure, and a pair of slide valves actuated thereby, one of said valves having a lost motion connection with the abutment and the other being connected to the abutment to move therewith at all times, said last named slide valve controlling ports so arranged that on light reduction in train pipe pressure it opens communication directly troni the train pipe to the brake cylinder and then breaks said communication and opens communication from the auxiliary reservoir to the brake cylinder.

3. A triple valve having connections to the t 'ain pipe, brake cylinder and auxiliary reservoir, a movable abutment actuated by variations in train pipe pressure, and a pair ot slide valves actuated thereby, one of said valves ha ving a lost motion connection with the abutment and the other being connected to the abutment to move therewith at all times, said last named slide valve controlling ports so arranged that on light reductions in train pipe pressure it opens communication directly from the train pipe to the brake cylinder, and said lost motion connection valve being arranged to `blank said train pipe connection in another position of the triple valve.

4. A triple valve having connections to the train pipe, brake cylinder, auxiliary reservoir and a supplementary reservoir, a seat in said valve having ports connecting With the supplementary reservoir and the brake cylinder connection, and a slide valve cooperating vvith said seat and arranged upon a large reduction of train pipe pressure to uncover both of said ports and to also open communication from the train pipe to the brake cylinder. A

5. A triple valve comprising a casing having connections to the train pipe and auxiliary reservoir, a seat in said casing provided with two ports connecting with the brake cylinder and other ports connecting respectively With the supplementary reservoir and the train pipe connection, a movable abutment actuated by variations in train pipe pressure, and a valve device actuated thereby and cooperating with said seat and arranged on a large reduction of train pipe pressure to connect the train pipe port to one of the brake cylinder ports and uncover the other brake cylinder port and the supple-- mentary reservoir port, thereby permitting air to flow from the train pipe, the auxiliary reservoir and the supplementary reservoir to the brake cylinder.

G. A triple valve comprising a casing having connections to the train pipe and auxiliarv reservoir, a seat in said casing provided With ports connnunicating respectively With the atmosphere, bra-ke cylinder, and a supplementary reservoir, a movable abutment actuated bv variations in train pipe pressure, and a pair of valves actuated thereby and having movement relative to each other and both moving on said seat, one of said valves being arranged upon a slight increase of train pipe pressure ai'ter service application to 'connect the brake cylinder and exhaust ports through a restricted oritice and simultaneously uncover the supplementary reservoir port to permit communication therefrom to the auxiliary reservoir and thereby bring the valves to lap position.

T. A triple valve comprising a casing having connection to the train pipe and auxiliary reservoir, a seat in said casing having ports connected respectively with the atmosphere, train pipe, brake cylinder and a supplementary reservoir, and valve mechanism coperating with said seat and arranged on an excess of train pipe pressure over auxiliary reservoir pressure to uncover the train pipe and supplementary reservoir ports, `thereby charging` both the auxiliary and supplement-ary reservoirs and also connecting the brake cylinder port with the exhaust port, upon moderate reduction of train pipe pressure to uncover the brake cylinder port, thereby permitting auxiliary reservoir air to flow thereto and also cover the supplementary reservoir port and trap the air therein, and upon emergency reduction of train pipe pressure to uncover the supplementary reservoir and brake cylinder ports, thereby permitting the brake cylinder to be supplied from both the auxiliary reservoir and the supplementary reservoir.

8. A triple valve comprising a casing having connection to the train pipe and auxiliary reservoir, a seat in said casing having ports connecting respectively with the atmosphere, train pipe, brake cylinder and a supplementary reservoir, and valve mechanism coperating With said seat and arranged on an excess of train pipe pressure over auxiliary reservoir pressure to uncover the train pipe and supplementary reservoir ports, thereby charging both the auxiliary and supplementary reservoirs and also connecting the brake cylinder port With the exhaust port, upon moderate reduction kot train pipe pressure to uncover the brake cylinder port, thereby permitting auxiliary reservoir air to flow thereto and also cover the supplementary reservoir port and trap the air therein, upon slight excess of train pipe pressure over auxiliary reservoir pressure to open a small connnunication from the brake cylinder port to the exhaust port and simultaneously uncover the supplementary reservoir port and thereby supply iuid pressure therefrom to the auxiliary reservoir, and upon large reduction of train pipe pressure to uncover the supplementary res'- ervoir and brake cylinder ports, whereby the brake cylinder is supplied from both the supplementary and auxiliary reservoirs.

9. A triple valve comprising a casinghaving connect-ion to the train pipe and auxiliary reservoir, a seat in said casing having ports connected respectively With the atmosphere, train pipe, brake cylinder and a supplementary reservoir, and valve mechanism coperating With said seat and arranged on an excess of train pipe pressure over auxiliary reservoir pressure to uncover the train pipe and supplementary reservoir ports, thereby charging both the auxiliary and supplementary reservoirs and also connecting the brake cylinder port With the exhaust port, upon moderate reduction of train pipe pressure to uncover the brake cylinder port, thereby permitting auxiliary reservoir air to iiovv thereto and also cover the supplementary reservoir port and trap the air therein, and upon large reduction of train pipe pressure to connect the train pipe port with the brake cylinder and also connect the supplementary reservoir port With the brake cylinder port,

10. A triple valve comprising a casing having connections to the train pipe and auxiliary reservoir, a valve seat in said casing having ports communicating respectively With the train pipe connection, the atmosphere, a brake cylinder, and a supplementary reservoir, a movable abutment actuated by variations n train pipe pressure, and a pair of valves actuated thereby and having morement relative to each other and cooperating with said seat, said valves being arranged on an excess of train pipe pressure over auxiliary reservoir pressure to connect the brake cylinder and exhaust ports and uncover the train pipe and supplementary reservoir ports, upon moderate reduction of train pipe pressure to uncover the brake cylinder port and coverV the supplementary reservoir and train pipe ports, and upon emergency reductionof train 'pipe pressure to uncover the supplementary reservoir and brake cylinder ports.

11. A triple valve comprising a casing having connections to the train pipe and auxiliary reservoir, a seat in said casing provided With a port communicating with the train pipe connection, tvvo ports communieating with the brake cylinder, and a port communicating With the atmosphere, Va movable abutment actuated by variations in train pipe pressure, a pair of valves actuated thereby and having movement relative to each other, said valves being so arranged that in release position one of said valves connects one of the brake cylinder ports With the exhaust port While the other valve uncovers the train pipe port, in service position Vthe first named valve uncovers the brake cylinder port and the second named valve blanks the train pipe port, and in emergency posit-ion the first named valve uncovers one of theV brake cylinder ports and the second named valve connects the train pipe port Withv the other brake cylinder port.

l2. A triple valve having connections to the atmosphere, train pipe and a brake cylinder, a movable abutment actuated by variations in train pipe pressure, two slide valves actuated thereby and having movement relative to each other, and ports controlled by said valves and arranged in running position to connect the brake cylinder With the atmosphere and the train pipe With the auxiliary reservoir, upon initial movement under train pipe reduction to open a small communication from the train pipe to the brake cylinder, upon further movement in the same direction to break said last named communication and open communication from the auxiliary reservoir to the brake cylinder, and upon large reduction of train pipe pressure to open a large communication from the train pipe to the brake cylinder and also open communication from the auxiliary reservoir to the brake cylinder.

13. A triple valve comprising a casing having connections to the train pipe and auxiliary reservoir, a seat in said casing provided with a pair of ports of diiierent sizes communicating With the train pipe connection, a port communicating with the brake cylinder and a. port communicating With the atmosphere, a movable abutment actuated by variations in train pipe pressure, and Va valve device actuated by said movable abutment and arranged in running position to connect the brake cylinder port With the atmosphere, upon initial movement under train pipe reduction to connect the small train pipe port with the brake cylinder port, upon further movement in the same direction to break said last named connection and connect the auxiliary reservoir with the brake cylinder port, and upon large reduction of train pipe pressure to connect the large train pipe port with the brake cylin* der port and also connect the auxiliary reservoir with the brake cylinder.

la. A triple valve comprising a casing having connections to the train pipe and auxiliary reservoir, a seat in said casing provided with a pair of ports of different sizes communicating with the train pipe connection, a port communicating with the brake cylinder and a port communicating With the atmosphere, a movable abutment actuated by variations in train pipe pressure, and a valve device actuated by said movable abutment and arranged in running position to connect the brake cylinder port With the atmosphere and the large train pipe port with the auxiliary reservoir,v upon initial movement under train pipe reduction to connect the small train pipe port with the brake cylinder port, upon further movement in the same direction to connect the auxiliary reservoir with the brake cylinder port, and upon large reduction of train pipe pressure to connect the large train 4pipe port With the brake cylinder port and also connect the auxiliary reservoir with the brake cylinder.

15. A triple valve having connections to the train pipe, brake cylinder, auxiliary reservoir and the atmosphere, a movable abutment actuated by variations in train pipe pressure, and a pair ot valves actuated by said abutment and having relative moveinentone to the other, one ot said valves controlling the exhaust from the brake cylinder and also arranged on initial movement under reduction of train pipe pressure to tapen communication from the train pipe to the brake cylinder and on further movement in the same direction to close said communication and open communication from the auxiliary reservoir to the brake cylinder.

16. A triple valve having connections to the train pipe, brake cylinder, auxiliary reservoir, supplementary reservoir and the atmosphere, a movable abutment actuated by variations in train pipe pressure, and a valve device actuated by said movable abutment and arranged under decrease of train pipe pressure to first open communication from the train pipe to the brake cylinder and then from the auxiliary reservoir to the brake cylinder and blank the connection to the supplementary reservoir and trap the air therein.y

17. A triple valve comprising a casing having connections to the train pipe and auxiliary reservoir, a valve seat. in said casing provided with ports connected with the brake cylinder, the train pipe and the atmosphere, a movable abutment in said casing actuated by variations in train pipe pressure, a pair of valves cooperating with said seat and actuated by said movable abut ment and having relative movement one to the other, one of said valves being arranged in service and emergency positions to connect the auxiliary reservoir to the brake cyl* inder port, and the other of said valves being arranged in emergency position to con nect the train pipe port to the brake cylinder ort.

18. A triple valve comprising a casing having connections to the train pipe and auxiliary reservoir, a valve seat therein provided With an exhaust port, a train pipe port, and a pair of brake cylinder ports, a movable abutment in said casing actuated by variations in train pipe pressure, and a pair ot valves actuated by said movable abutment and having` relative movement one to the other and cooperating with said seat, one of said valves being arranged in service and emergency positions to open one ot the brake cylinder ports to the auxiliary reservoir and the other of said slide valves being arranged in emergency position to connect the train pipe port with the other ot said brake cylinder ports.

In testimony whereof, I have hereunto set -my hand.

JACOB RUSH SNYDER.

"Witnesses F. 1V. VINTER,

MARY E. CAHOON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

